Elevator



J. J. SPROUL.

ELEVATOR.

APPLICATION FILED MAR. 29,1917.

1,326,984. Patented Jan. 6, 1920.

' 5 SHEETS-SHEET I.

E YE

J. J. SPROUL.

ELEVATOR.

APPLlCATlON FILED MAR. 29. 1917.

Patented Jan. 6, 1920.

5 SHEETS-SHEET 2- I l/VVE/VTUR I yKAYM I 1.1. SPROUL.

ELEVAIOR.

APPLICATION FILED MAR. 29. 1917.

1 26,984. Patented Jan. 6, 1920.

5 SHEETS-SHEET 4.

' Arron/15y l. J. SPROUL.

ELEVATOR.

APPLICATION FILED MAR- 29. I917- 1,326,984. Patented Jan. 6,1920.

' l;- EETSSHEET 5.

JOHN J. SPROUL, OF NEW HAVEN, CONNECTICUT.

ELEVATOR.

Specification of Letters Patent.

Patented Jan. 6, 1920.

Application filed March 29, 1917. Serial No. 158,145.

To all whom it may concern Be it known that I, JOHN J. SPROUL, a citizenof the United States, residing in New Haven, in the county of New Havenand State of Connecticut, have invented a new and useful Improvement inElevators, of which the following is a specification.

My invention relates to elevators of the type in which a motor operatedby non-compressible fluid is employed to drive the elevator car, andmore. particularly the invention involves a motor driven by oil or othernon-compressible fluid under steam pressure. Preferably, a reciprocatingmotor is connected to and arranged to rotate a drum for driving theelevator car in both directions by means of hoisting cables. The steamwhich applies pressure to the non-compressible fluid may be deriveddirectly from a steam generating plant in the building, or from anoutside source of steam supply.

An object of the invention is to provide an elevator particularlyadapted for hi 'h buildings and which will have a high e%- ciency, andwhich will be simple, safe and practical for driving the elevator inboth directions by steam pressure applied directly to non-compressiblefluid which drives the motor for lifting and lowering the car. Thearrangement dispenses with the power transforming elements includingengines, electric generators, and electric motors, or pumps, usuallyinterposed between the steam generator and the motor for driving theelevator car, as in hydraulic elevators, wherein a steain pump isemployed for returning the fluid to the pressure tank, or as inelectricelevators, wherein a steam engine and an electric generator areemployed for generating current for the motor which drives the elevator,each of which elements transforms the power at a great loss ofefliciency.

The invention also secures the advantages of an overhead motor connecteddirectly to the hoisting drum and adapted to rotate the same, andprovides for the use of a motor which is comparatively small, compactand light in weight, and therefore well adapted for overhead use.

During the travel of the elevator car from the bottom to the top of itsrun, or vice versa, the motor makes a certain number of revolutions, anda corresponding amount of the non-compressible fluid which actuates themotor, is circulated therethrough.

I use lubricating fluid or oil confined in closed tanks, to becirculated through and actuate the engine, because it lu'bricates theengine, packings can be dispensed with in the engine, and the efliciencyis greater and the life of the engine longer than when water is usedtherein.

I employ a device in each tank through which the steam must pass beforeit strikes the oil, this device comprising a perforated receptacle orbox, and containing copper wire or other suitable material irregularlydisposed in it. The steam in passing into this receptacle and strikingthe wire is broken up and discharged from the various perforations inthe receptacle, so that it will not strike merely a comparatively smallsection of the surface of the oil directly beneaththe inlet ports, butwill be distributed mpre or less over the whole surface of the o1 I amfamiliar with, and have had experience in installing and operatingelevator systems known as hydro-steam elevators, in which a piston or aplunger is operated in a cylinder and driven by fluid controlled bysteam in a pressure tank. The present invention is an improvement onsuch systems, because it can be used to great advantage in very highbuildings, since a rotary element is employed to drive the elevator. Asthe steam is conducted from the generating plant in the cellar to thetop of the building with very little loss of efficiency, the elevatorengine for driving the rotary element may be placed at the top of thebuilding, no matter how high the building is. Also, because the size ofthe engine does not need to be increased in proportion to the height ofthe building, the present system can be used where it would not bepossible to use the old style or hydro-steam elevator.

In the present system, I prefer to have the cables on the drum free andoperated by frictional contact with the drum. This is an advantage inthat the drum does not need to be so large as would be required if thecables were fastened to-the drum. I prefer to use a multiple cylinderengine, although some other rotary engine might be used. A multiplecylinder engine has a large factor of safety, as each cylinder forms asafety device, and there is hardly a possibility of all the cylindersbreaking at one time.

In practising the invention, the elevator car may be driven by anoverhead motor of the type above mentioned, which is connected directlyto a hoisting sheave to drive the car by means of cables running fromthe car over the sheave and connected to counterweights. Steam underpressure may be supplied from a generator in the basement of thebuilding or other convenient location, the steam being fed to overheadclosed tanks or reservoirs to supply pressure to fluid within saidtanks. The oil is thereby forced through the motor to drive the same, itbeing understood, of course, that the oil is driven through the motorfrom one tank to the other and vice versa, depending upon the directionin which it is desired to drive the car, for as I have alreadymentioned, with this device, the motor is driven by the fluid underpressure in both directions to drive the car in both directions.

The reservoirs or tanks containing the fluid are made with double wallswith a vacuum between them, and all the pipe connections for the steamare covered with some suitable non-heat-conducting material, to preventthe condensation of the steam.

I also provide that the steam pressure shall be on both tanks when theelevator car is at rest, for with an elevator of this type, where fluidunder pressure is to be circulated through the motor to drive the same,'it is important that the pressure be on the fluid when the valvescontrolling the circulation of the fluid through the motor are opened,for otherwise in starting, the car would. slip down or thecounterweight, depending which is the heavier, until the pressure on thefluid had built up sufliciently to drive the motor. With my arrangement,this is not possible for when the fluid valves are opened the steampressure is already on the fluid. In other words, I provide aninstantaneous following up of the steam on the fluid. The fluid valvescontrol the fluid so as to lock the motor in a position of rest whenthey are closed, and in addition I have provided an electric brake whichis applied to the motor shaft, this brake being controlled from the car,and being made powerful enough to hold the car of itself, should thevalve mechanism controlling the fluid get out of order, or any of theother parts controlling the car.

I have provided also two controlling means for the car, a hand ropecontrol and an electric control. One or the other may be used to controlthe ear, and should one fail it is not likely that the other would atthe same time, and the car could be run on either one until the otherhad been repaired, I provide limit stops connected to the car to controlthe fluid valves so that the car will be automatically stopped at bottomand top limits.

Referring to the accompanying drawings, which illustrate an elevatorsystem embodying the principles of my invention, Figure 1 is a partsectional elevation showing an elevator system with my invention appliedthereto; Fig. 2 is an elevation of the motor; Fig. 3 is a frontsectional elevation of the motor,- Fig. at is a sectional side elevationof the same; 5 is an elevation of the brake and operating meanstherefor; Figs. 6 and 7 are side elevations respectively of the handrope and electric controlling apparatus for the controlling valves;Figs. 8 and 9 are front elevations partly in section of the apparatus ofFigs. 6 and 7 5 Fig. 10 is a wiring diagram showing the electric controlfor the valve mechanism and the brake; and Fig. 11 is a sectionalelevation of the device used in both tanks for distribution of the steamover the entire surface of the oil.

Referring particularly to Fig. 1, the elevator car A is driven by amotor B having a shaft 11, on which is mounted a hoisting sheave 12,over which run hoisting cables 13, connected at one end to the car and,at the other end to a counterweight 1 1. A friction brake C may bemounted directly on the drive shaft 11.. The motor B may be driven byforcing a non-compressible liquid 17, preferably oil, to circulatethrough the mo tor, the pressure being preferably supplied by steamunder pressure.

A furnace 18 in the basement of the building, or other convenientlocation, generates steam which is conveyed from the boiler 19 through apressure pipe 20, leading upward through the floors 21, 22 and 23, ofthe building, to and through the device of Fig. 11, which comprises areceptacle L having perforations P in its four walls and its bottom andtop, and containing small copper wire S loosely and irregularly disposedtherein, to double-walled closed tanks D and E, containing oil, thereceptacles L being located at the top of these tanks. When steampressure is admitted to the tank D, through valve mechanism G, pipe 21,it forces the oil in said tank, by way of pipe 25 through the valvemechanism F, pipe 26 to the motor B, through which the oil circulates,thereby driving the motor to drive the car A. The oil in this instanceis discharged from the motor B through the pipe 37, valve mechanism H,pipe 28, to the tank E. lVhen the valve G is set to admit steam underpressure to the tank D, another valve J connected with the tank E isopen, to permit the discharge of steam from the tank E to exhaust pipeK. To drive the car A in the other direction, steam under pressure is admitted to the tank E by way of pipe 20, valve mechanism J, pipe 29,forcing the oil in tank E out through the pipe 28, valve mechanism H,pipe 27, to the motor B, through which it circulates to drive the car inthe opposite direction to which it was driven before, and by way of pipe26, valve mechanism F, pipe 25 to the tank D. lVhen the valve J is setto admit steam under pressure to the tank E, the other valve G connectedwith the tank D is opened to permit the discharge of steam therefrom tothe exhaust pipe K. With everything in neutral position, the valves Fand H are set to lock the fluid in the system to maintain the motor atrest. The valves G and J are set at this time to maintain pressure onboth tanks, enabling the car to be started Very quickly when the fluidvalves are open, and preventing any, slippage of the car in start ing. Ihave provided the tanks with double walls and a vacuum between, toretard the lowering of the pressure in the tanks due to' loss of heatthrough the walls of the tanks.

To take care of whatever water may form in the tanks due to condensingof the steam, I provide tanks at the bottom of the tanks D and E andhaving passages communicating therewith. These tanks, designated T, areconnected to a reservoir connected to the exhaust pipe K. Any waterforming in the tanks D and E will sink down through the oil to thebottom of the tanks T, from which it may be drawn off through the pipes30, by opening the valves 31. Sight glasses 32, 32 may be provided onthe tanks T so as to enable the water in the tanks to be seen.

The valve mechanism controlling the fluid and the steam under pressure,will now be described. Referring particularly to Figs. 6, 7, 8 and 9,the valve F comprises a piston 33, adapted to control a port 34controlling passage of fluid through pipes 25 and 26. The valve Hcomprises a piston 35 controlling the pipes 27 and 28. The pistons 33and 35 have a slot and pin connection with levers 36, these levers beingpivoted at 37 to stationary arms 38 preferably attached to or formedintegral with the casings of the valves. The upper ends of the levers 36have a slot and pin connection with a member 39, which in turn ispivoted to a member 40. This member is pivotally attached to a stud 41carried by a gear 42, which gear is adapted to be rotated by a smallgear 43 carried on the armature shaft of a small electric motor Mcontrolled from the elevator car A. The gear 42 may also be operated bya hand rope 44 from the car, through pulley 44 carried on the shaft 45on which the gear 42 is mounted. It will be seen from Figs. 8 and 9,that rotation of the motor M in a clockwise direction as viewed in Fig.8 will cause the levers 36, members 39 and 40, to assume the positionshown in Fig. 9, to open the valves F and H. It will be seen also thatthe valves F and H always move simultaneously and in the same directionrelative to each other. The valve G, which is one of the steam pressurecontrolling valves, comprises a casing 45, having ports 46 and 47, 46leading to the pressure pipe 20, and 47 to the exhaust K. The pipe 24enters the casing 45, for admitting pressure to the tank D or permittingexhaust therefrom. A double ended piston 48 controls ports 46 and 24, toadmit pres sure to the tank D, or. ports 24 and 47 to permit the exhaustof steam from the tank D to the pipe K. The valve J is similar inconstruction, comprising a casing 49 having ports 50 and 51, 5Oconnecting with the pres sure pipe 20 and 51 with the exhaust K. Thepipe 29 enters this valve for the purpose of admitting pressure to thetank E, or exhaust therefrom. A double-ended piston 52 controls theports 50 and 29 to admit pressure to the tank E, and the ports 29 and 51to permit the exhaust of steam from the said tank. The pistons 48 and 52are caused to reciprocate in their respective casings 45 and 49, bymeans of a cam 53, mounted on a shaft 54, the other end of this shaftcarrying a pulley 55 connected by a rope or cable 56 to a pulley 57which is mounted on one end of the shaft 45 on which the gear 42 ismounted. The pistons 48 and 52 carry pins 58 riding in the cam slot 59.A pull on the hand rope 44 in the car in a direction to rotate the gear42 in an anti-clockwise direction will actuate the valves F and H to theposition shown in Fig. 9, and at the same time rotate the cam 53 bymeans of the pulleys 55 and 57. to cause the piston 48 of the valve G toassume the position shown in Fig. 9, the piston 52 of the valve Jremaining stationary. It will be noticed that with the fluid valvesclosed, that is in the position shown in Fig. 8, steam pressure isadmitted to both tanks D and E. In the position to which the valves havenow been moved, that is as shown in Fig. 9, pressure is cut off from thetank D and the exhaust therefrom opened; also the valves F and H are nowin position so that the fluid in tank E may be put in motion by thesteam under pressure and forced out of the tank, by way of pipe 28,through the valve H, by way of pipe 27 through the motor B, by pipe 26through the valve F, pipe 25, into the tank D, the exhaust from the tankD being open by way of pipe 24, port 47 of the valve G, to the exhaustpipe K. This will drive the motor B, and therefore the car A, in onedirection. The hand rope 44 may then be pulled to cause the valves againto assume the position shown in Fig. 8, shutting off the supply of fluidto the motor B, opening the port 46 of the valve G to admit pressure tothe tank D and the car will come to rest. Should it now be desired todrive the car in the opposite direction, the hand rope 44 is moved inthe opposite direction to what it was before, and the cam 53 will bemoved in the opposite direction to close off the supply of steam to thetank E, but leaving it on the tank D; the valves ,F and E will be movedthe same as before. The fluid in tank D will now be forced out by thesteam pressure by way of pipe 25, through the valve F, pipe 26, throughthe motor B, out pipe 27, through valve H, pipe 28, and into tank E, theexhaust from tank E being free to be discharged therefrom by way of pipe29, valve J and exhaust port 51 to exhaust pipe K. The car isautomatically stopped at bottom and top limits by means of the stopballs X and Y on the hand rope 44:, these balls being engaged by amember Z, carried on the car, when the car is nearing its limits, toclose the fluid valve mechanism to cause the car to come to rest.

The brake mechanism for the motor B is best illustrated in Fig. 5, andcomprises brake shoes 60 and brake pulley 61, mounted on the shaft 11 ofthe motor B. These shoes are attached to brake levers 62, pivotallysecured to the bed of the motor B at 63. The other ends of these brakelevers are connected by toggle links 64L, having one end pivoted to thebrake levers 62 and their other ends pivotally connected by a pin 66 toa rod 65 having one end attached to the core 67 of the electromagnet 68,and its other end connected to a standard 69. The brake is applied bysprings 70. When the magnet 68 is energized and pulls in its core, thearm 65 will be pulled down carrying with it the toggle links 64 to liftthe brake shoes. Deenergization of the magnetof course permits thesprings 7 O to apply the brake.

The control of the electric motor M and the brake magnet 68 isdiagrammatically shown in Fig. 10, and comprises a hand lever" 71 in thecar A, which when moved in either direction will close a circuit of theelectromagnet 68 and for the motor M, by contacts 72 and 7 3, contact 72controlling the brake magnet and 7 3 the motor. The motor has a reversewound field in series with the motor armature, and current sentthroughone winding will cause the motor to rotate in one direction, and sentthrough the other winding will cause'the motor to rotate in the oppositedirection. Two springs 7 1 are provided, one or the other of which willbe compressed when the controller lever is moved to operative position,to move the lever toward central position, until it rides off thecontact 7 3 to break the circuit to the motor. M, it being understoodthat this motor is to be operated only momentarily, in either direction.7 5 designates the conduits for the electric conductors leading from thecontroller A to the motor M.

The rotary motor B may be of the construction disclosed in the patent toA. Sundh, 1,159,613, or of other approved construction. For a detaileddescription of the motor, reference may be had to said patent. Briefly,the motor comprises a vertical casting 76, mounted on a bed plate 77,said casting containing a plurality of symmetrically disposedcylindrical bores 7 8, each of which may be lined with a bushing 79.Within each of said bores is located an oscillating disk 80. Each diskis provided with a cylindrical I bore 81, extending at right angles tothe axis of the disk, within which is an oscillating trunk piston 82.The pis tons 82 are all connected at their inner ends to a crank pin 83on the motor shaft 11.

A cover plate 84 of the motor (Fig. at) is provided with two annularchambers 85 and 86 connected respectively with the pipes '27 and 26. Thechamber 85 is in constant communication with a series of chambers 87,and the chamber 86 is likewise in constant communication with thechambers 88, there being one chamber 87 and one chamber 88 for each disk80. Each disk 80 is provided with a port or passage 89 which may bebrought into communication with a chamber 88, and a passage or port 90which may be brought into communication with chamber 87. When a pistonis at the outer limit of its movement (as the uppermost piston in Fig.3) both the ports 89 and 90 are closed.

Assuming the crank 83 to be rotating in a counter-clockwise direction,Fig. 3, it will be seen that the pistons on the right hand side arebeing drawn inward and that the ports 90 provide an open passage fromthe chamber 87 to the piston cylinders, so that oil under pressure isadmitted to the cylinders to drive them inward. It will also be seenthat the ports 89 are closed. During the outward movement of thepistons, the ports 90 are closed and the ports 89 are open. There isthus a continuous circulation of the oil through the motor while thelatter is running. As the motor is driven in the reverse direction bythe fluid under pressure the circulation of the oil through the motor isreversed. In referring to the ports 89 and 90 I have omitted to speak ofthem as pressure and exhaust ports, for the reason that, in onedirection of rotation of the motor they are pressure and exhaust portsin one sense, and when the motor is driven in the other direction theyare pressure and exhaust ports in the reverse order.

Although for the purpose of illustration, I have shown the systemarranged to show a single elevator car, it will be understood that wherea bank of elevators is installed, a common steam generatingplant for allthe elevators may be employed.

Variations may be resorted to without departing from the spirit andscope of my invention, and portions of the invention may be used withoutothers.

What I claim is 2- 1. In an elevator system, the combination with a car,a motor for driving the same, a 11011-CO111PTGSSlbl8 fluid, reservoirsfor said fluid, a pressure supply for forcing the fluid through themotor from one reservoir to the other and vice versa to drive the car ineither direction, and means for maintaining the pressure applied to thefluid in both reservoirs when the car is at rest.

2. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, reservoir for said fluid, apressure supply for forcing the fluid through the motor to drive the carin either direction, means for maintaining the pressure applied to thefluid in both reservoirs to hold the car at rest, and "for dischargingit from one and maintaining it applied to the other and vice versa todrive the car.

3. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, a pressure supply forforcing the fluid through the motor to drive the same in eitherdirection, reservoirs for said fluid, and means for simultaneouslycutting ofl the flow of fluid through the motor and admitting pressureto both reservoirs in stopping the car.

at. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, reservoirs for said fluid, apressure supply for forcing the fluid through the motor from onereservoir to the other and vice versa, to drive the car in eitherdirection, and means controlled from the car for maintaining thepressure applied to the fluid in both reservoirs when the, car is atrest.

5. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, reservoirs for said fluid, apressure supply for forcing the fluid through the n otor from onereservoir to the other and vice versa to drive the car in eitherdirection, and means controlled from the car for maintaining thepressure applied to the fluid in both reservoirs when the car is at restand for discharging it from one and maintaining it applied to the otherand vice versa when the car is in motion.

6. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, a pressure supply forforcing the fluid through the motor to drive the same in eitherdirection, reservoirs for fluid therefrom through the. motor to theother reservoir, and vice versa, and. to sire-xii:

taneously cut off the flow of fluid from both reservoirs and admitpressure to the other reservoir.

8. In an elevator system, the combination with a car, a motor fordriving the same, reservoirs, non-compressible fluid in said reservoirsfor driving the motor, steam pressure supply for forcing the fluidthrough the motor from one reservoir to the other and vice versa todrive the car in either direction, means for discharging exhaust steamfrom both reservoirs, and a separate means for discharging the condensedsteam from both reservoirs.

9. In an elevator system, the combination with a car, a motor fordriving the same, a brake for the motor, reservoirs, a non-compressiblefluid in said reservoirs for driving the motor, a pressure supply forforcing the fluid through the motor from one reservoir to the other andvice versa to drive the car in either direction, and a single controlfor the pressure supply and the brake.

10. In an elevator system, the combination With a car, a motor fordriving the same, reservoirs, a non-compressible fluid 111 saidreservoirs for driving the motor, a pressure supply for forcing thefluid through the motor from one reservoir to the other and vice versato drive the car in either direction, connections between saidreservoirs and the pressure supply, and Valve mechanism selectivelycontrolling said connections and adapted to simultaneously cut ofl' thesupply of pressure to one reservoir and admit it to 1 0 the other, andto admit pressure to both reservoirs at the same time.

11. In an elevator system, the combination with a car, a motor fordriving the same, reservoirs, a non-compressible fluid in 1 5 saidreservoirs for driving the motor, a pressure supply for forcing thefluid through the motor from one reservoir to the other and vice versato drive the car in either direction, valve mechanism having connection11 with both reservoirs for controlling the passage of the fluid throughthe motor, and valve mechanism connected with both reservoirs forcontrolling the pressure supply, said valve mechanism being adapted for11 simultaneous operation.

12; In an elevator system, the combination with a car, a motor fordriving the same, reservoirs, a non-compressible fluid in saidreservoirs for driving the motor, a pressure supply for forcing thefluid through the motor from one reservoir to the other and vice versato drive the car in either direction, valves connected to the reservoirsfor directing the supply of pressure thereto, and means for admittingpressure to one reservoir or the other or to both as desired.

13. In an elevator system, the combination with a car, a motor fordriving the same, reservoirs, a non-compressible fluidin said reservoirsfor driving the motor, a pressure supply for forcing the fluid throughthe motor from one reservoir to the other and vice versa to drive thecar in either direction, valve mechanism for controlling the applicationof pressure to the fluid and the same, reservoirs, a non-compressiblefluid in said reservoirs for driving the motor, a pressure supply forforcing the fluid through the motor from one reservoir to the other andvice versa to drive the car in either direction, valve mechanism forcontrolling said pressure supply, and cam mechanism operative to movesaid valves in a direction to admit pressure to both reservoirs at thesame time or to either reservoir, to cause the car to be moved in eitherdirection or to be brought to rest.

15. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, steam under pressure forforcing the fluid through the motor to drive the same in'eitherdirection, tWo reservoirs for confining the fluid, and a perforatedmember Within each of said reservoirs, the' steam passing through saidmember asit enters the reservoirs.

16. In an elevator system, the combination With'a car, a motor fordriving the same, a non-compressible fluid, reservoirs for said fluid,steam under pressure for forcing the fluid through the motor from onereservoirto the other and vice versa to drive the motor in bothdirections, and a perf0- rated member containing Wire loosely'andirregularly disposed therein through which the steampasses as it entersthe reservoirs.

'17. In an elevator system, the combina tion With a car, a motor fordriving the same, a fluid for driving the motor, reservoirs for saidfluid, steam under pressure forl'forcingthe fluid through the motor fromone reservoir to the other and vice versa to drive the motor in eitherdirection, and an electric motor controlled from the car for controllingthe application of the steam pressjur'eto the fluid.

18". In an elevator. system, the combination with a car, a motor fordriving the same, a fluid for driving the motor, reservoirs for saidfluid, steam under pressure forforcing the fluid throughthe motorfromone reservoir to the other and vice versa to drive the motor in eitherdirection, a brake forthe motor, an electric motor, for controllingtheapplication of the steam pressure to the-fluid, and means operable fromthe car forcontrolling the brake and electric motor.

1 ,seaos i 19. In an elevator system, the combination With a car, amotor for driving the same, reservoirs, a non-compressible fluid insaidreservoirs for driving the motor, steam under pressure for forcingthe fluid through the motor from one reservoir to the other and viceversa to drive the car in either direction, valves controlling thefluid, toggle mechanism for operating said valves, and a rotatablemember for operating said toggle mechanism.

20. In an elevator system, the combination with a car, a motor fordriving the same, reservoirs, a non-compressible fluid in saidreservoirs for driving the motor, steam under pressure for forcing thefluid through the motor from one reservoir to the other "and vice versato drive the car in either direction, valves controlling the fluid,toggle mechanism for operating said valves, anda rotatable membercontrolled from the car for operating said toggle mechanism.

21.111 an elevator system, the combination with a car, a motor fordriving the same, reservoirs, a non-compressible fluid in saidreservoirs for driving the motor, steam under pressure for forcing thefluid through the motor from one reservoir to the other and vice versa,to drive the ear in either direction, valves controlling the fluid,valves for controlling the steam pressure, cam mechanism for actuatingthe last named valves, and a rotatable member for actuating the firstnamed valves and said cam mechanism.

22'. In an elevator system, the combination with a car, a motor fordriving the same, reservoirs, a non-compressible fluid in saidreservoirs for driving the motor, steam under pressure for forcing thefluid through the motor from one reservoir to the other and. vice versato drive the car in either direction, toggle operated valves forcontrolling the fluid and cam actuated valves for controlling the steam,and a rotatable member controlled from the car for actuating said toggleand cam.

23. In an elevator system, the combination With a car, a motor fordriving the same, a non-compressible fluid, steam under pressure toforcethe fluid through the mo tor to drive the same in either direction,and means to prevent flow of fluid through the motor to hold the car atrest with pressure on the fluid.

24:. In an elevator system, the combination With a car, a motor fordriving the same, steam under pressure, a non-compressible fluid adaptedto "be actuated by said steam under pressure through the motor in eitherdirection to drive the car in either direction, and means to prevent theflow of fluid through the motor to hold the car vat'rest with steampressure on the fluid.

25. In an elevator system, the combination with a car, a motor fordriving the same, steam under pressure, a non-compressible fluid adaptedto be actuated by said steam under pressure to drive the motor, andmeans to prevent the flow of fluid under the action of the steam underpressure to hold the motor at rest, and additional means deriving powerfrom another source of energy to hold the motor at rest.

26. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid for driving the motor, steamunder pressure for actuating said non-compressible fluid to drive themotor, an electromagnetic brake, and a common electric control systemfor controlling said noncompressible fluid pressure, the steam and thebrake.

27. In an elevator system, the combination with a car, a motor fordriving the same, a

non-compressible fluid adapted to drive the motor and to hold the motorat rest, steam under pressure for actuating said non-compressible fluidto drive the motor, an electric brake, and a common electric controlsystem for controlling said non-compressible fluid pressure, the steamand the brake, to

drive the motor or to hold the same at rest, as desired.

28. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, steam under pressure foractuating said fluid to drive the motor, reservoirs for said fluid, andmeans to maintain the fluid in the reservoirs under pressure forinstantaneous operation 01": the engine in either direction.

29. In an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, steam under pressure foractuating said fluid to drive the motor in either direction, andautomatic limit stops actuated by the motion of the motor forautomatically closing the circulation of the fluid and controlling thesteam, to stop the car.

30. I11 an elevator system, the combination with a car, a motor fordriving the same, a non-compressible fluid, steam under pressure foractuating said fluid to drive the motor, automatic limit stops actuatedby the motion of the motor for controlling the circulation of the fluidto gradually retard and stop the motor, and a brake for the motor.

31. In an elevator system, the combination with a car, a motor fordriving the same, a

non-compressible fluid, steam under pressure for actuating said fluid todrive the motor, an electric brake for the motor, means in the car forcontrolling said non-compressible fluid, the steam and the electricbrake, to cause the motor to be. driven and to be held at rest, andadditional automatic limit stops actuated by the movement of the motorfor controlling said non-compressible fluid and the steam under pressureto gradually retard and stop the car.

In testimony whereof, I have signed my name to this specificatio JOHN J.SPROUL.

